Automobile stabilizing counterweight



Jan. 15, 1952 E. J. HALLORAN 2, 2,6

AUTOMOBILE STABILIZING COUNTERWEIGHT Filed April 21, 1949 2 swans-swam 1 Inuantur E. J. I-IPlLLDRFlN Httclr neg Jan. 15, 1952 5 HALLQRAN 2,582,628

AUTOMOBILE STABILIZING COUNTERWEIC-HT Filed April 21, 1949 2 SHEETSSHEET 2- InUELnt F E. J. HFLLLURHN Patented Jan. 15, 1952 AUTOMOBILE STABILIZING COUNTERWEIGHT Edward J. Halloran, Hamilton, Ontario, Canada Applioation'April 21, 1949, Serial No. 88,730

4 Claims.

My invention relates to an automobile stabilizing counter-weight and the object of the invention is to provide a counter-weight which is movable transversely of the chassis to counteract the centrifugal force set up when the chassis is travelling in a curved path.

A particular object of the invention is to furnish a counter-weight which is" operably controlled by the movement of the steering mechanism of the automobile whereby the counterweight moves across the chassis in synchronization with the turning of the steering wheel.

Another object of the invention is to utilize a compressed air chamber as a source of power for moving the counter-weight through the medium of a piston and cylinder, a control valve being operably linked to the steering mechanism of the car to control the passage of air through the air lines extending from the compressed air chamber to the cylinder.

A further object of the invention is to utilize the suction of the intake manifold of the engine as an additional source of power for moving the piston and counter-weight, the application 01' the suction being controlled by the compressed air valve. 7

With the foregoing and other objects in view as shall hereinafter appear, my invention consists of an automobile stabilizing counter-weight mechanism constructed and arranged all as hereinafter more particularly described and illustrated in the accompanying drawings in which:

Fig. l is a plan view of an automobile chassis and engine showing my counter-weight and operating mechanism incorporated therein. I

Fig. 2 is an enlarged cross-sectional view through the chassis, being taken through the line 2-2, Fig. 1. 1

Fig. 3 is an enlarged transverse view through the counter-weight supporting tracks, being taken through the line 3-3, Fig. l.

Fig. 4 is an enlarged horizontal cross-sectional view through the air pressure control valve, showing such valve in the closed position.

Fig. 5 is a similar view to Fig. 4, showing the valve in the open position, wherein airpassage connections are provided, and

v Fig. 6 is a similar view to Fig. 4, showing the It is well known that when a vehicle is travelz ling in a curved path that the centrifugal force set up by the mass of the vehicle tends to force the vehicle into a path tangential to the curve, and that if the vehicle is driven around the curve at a sufficiently great speed that the centrifugal force will overcome the traction grip of the road wheels and turn the vehicle over. To overcome or counteract this tendency, the object of modern automobile design is to keep the centre of gravity of the automobile as low as possible, and with the standard design wherein the engine is in the front end of the chassis this objective has been achieved to quite an extent.

Automobile designers are now considering the advantages of placing the engine in the rear end of the chassis and also of using materials, such as plastic and light metals, which will very considerably reduce the vehicle weight. This modern type of design presents a problem in producing a car which will have the advantage of light weight constructionand at the same time be stabilized in' arrangement to counteract centrifugal forces "set up, when the car is travelling in a curved path.

By my invention I provide a stabilizing counter-weight which is capable of moving from one side of the chassis to the other to automatically set up a counterbalance when the car is passing around a curve, and in order to relieve the driver from the necessityof making any manual adjustments, I actuate the counter-weight under the control of the steering mechanism of the automobile. p

In Fig. l. of the drawings I show an automobile chassis. Z having a standard front wheel steering assembly and in which the engine 3 is mounted upon the rear end of the chassis. A pair of transverse tracks 4 are furnished to extend transversely of the chassis, being suitably secured thereto. A counter-weight 5 is rollably mounted upon the tracks so that it may move transversely of the chassis. 7 I v In the drawings, I show a counterweight and track construction wherein the tracks 4 are of concave form so that the counter-weight nor- 'mally occupies a position centrally of the length of the tracks, as illustrated in Fig. 2.

The counter-weight is fitted with four runner wheels 6 which are grooved to run upon the upper edges of the tracks 4. In order to' prevent the counter-weight from being jogged out of position, the counter-weight is fitted with lips I which extend outwardly from its lower edge to project underneath the tracks 4 and so retain the runner wheels '6 against displacement.

To move the counter-weight transversely of the chassis I furnish a cylinder 8 which is suitably secured to the automobile assembly in a position above the counter-weight, the cylinder lying parallel to the path of movement of the counterweight. The cylindr contains a piston 9 having a pair of piston rods II! which extend through the cylinder heads H and are linked to the ends of the counter-Wei ht by cables s12 passing over suitablymounted sheave wheels l3. 'It" will thus be appreciated that as the piston 9 moves within the cylinder, the counter-weight will also move in the opposite direction to the movementmfi-the piston. V v

To actuate the piston within the cylinder, I provide a compressed air chamber' ll which kept in a charged condition .by aicompressor $1.5 actuated by an electric motor l6 operatedby the automobile electrical generating system,--in1:the

usual manner.

.AnK'air tubed i extends "from the compressedair wchamber-M to 2a; ports #8 in the control ;valve;1l=9. A pair f {air itubes -20 and -..-2 l extend tfromtithe i,heads -lrl 'of-thecyl inderjfl to ports 22 in;=the valve :49, A niairltube 23-extends :from the intakeemanisfcld 2450f the engine? to ra :port'2 Sin-the valve! 9. s'I hevalve .19, as-illustratedin Figs. 4 ito .fi, .consists of a cylindricalY shell containing ,-a rotatable valve element 26 whichyhas aperipheral air tight fit=therein' and designed -.to constitute. the means fcrpopen-ing and closingthe ports, l8, 22, and 25.

,.-1 \;pair -of rcurved-air ductsi'l and ZBare incorporated within the valve -selement;-26 and Larede- ,signed .420 ,.form connections between -the r rports when :tbevalveis. in the open position, as shown r;

itheialalveicapsw, seeEigM-Ltand to which ;a--valve sactuatingslever-fi l, visrsecured. lZhe zleverv34 is .de- -,-signed ,-t0-.be (swung -.through;.:movement-. ofv rthe -;steering:cress..-rod "3.5, .-A=pin*36--on the cross rod proiectsdntol aslot 31am the .lever-:M whicht-slot isgof suflicient lengthto provide. for the swinging 'imotiomas instandard practice.

-'Operatz'on iWhen the car is -travelling in .a v"substantially -,.straight math, :vastopposedn-to rrounding a-.,sharp 4 air tube 20 extending to the left-hand end of the cylinder 8. It will therefore be understood that the piston 9 is subjected to compressed air pressure on one side and reduced air pressure on the other side, whereby it will immediately move to the left and draw the counter-weight to the position shown in dotted lines in Fig. 2.

Upon the steering being returned to the subtstantially nc'rmai straight-away "position, the

' "sand in this movement will pass through the position shown in Fig. 6 wherein two of the orifices 528M111 register with the ports 22 and thus permit s-(Hlr ,,-1 he counter-weight 5, remains inthencenstraiposition shown in Figs .1 ,and .2. fllhe .yalve .mechanisrmgassshewnin Figs. ,4 =tc .6,...is-s,o prtopor- Ftioned that normalmovement of thelcrosstxod 5.35 pandleven 3A ,is inotrsufiicient ;.to.move the. valve ,elementzfi from theposition shown in.-1i1i g A .lto the position shown in Fig. '5, whereby. the. counater-weightremainsstationary.V r Q When, vhowever,l-ithe ,car ',isv.,sharply turned ,to

the compressed air to exhaust from one end of "the-cylinder 8 and the air in the other end of .tthelcylinder. 8,.to return to atmospheric pressure,

whereby the counter-weightwill roll to the central neutral portion of its tracks 4 and the piston 9 return to the central gportion of the cylinder 8.

When.- thewsteeringgeis turned in .the opposite direction to that-shown in the-drawings, the nvalve element-1 2 9 will turn in a counter-clockwise I directionwhereby compressedair willabe :admitted tothe left-handjside of the cylinder and suction applied to the right-handz-side of the cylinder,

2 referring to ,2.

rErom the foregoing'description, it rwill;be:appr.e-

era-teed; thatuin normal straight-away driving wherein the movement ofthe steeringmechanism N iSfOf'. a: restricted "nature: ;t-here :Will The no, JIIOV6 steering. controlledair valve: and iadjust" the: center -;.of gravity- 0f the-car. ':Although I :have Eshown wanddescribed a .sparticular-embodiment -;o'f :my

invention, iUiSEtOibEliIldCIStOOd that I; may make such changes and alterationsiaslil imay rdeem necessaryfifrom {time tottime; ".without'ideparting r from the: spirit-: of my invention; as set forth @thezappendedaclaims.

What-:1claimraszmyjnventioniis: v

-1'.. ;In:a steerable automobile:chassis,;a sta:bilizing counter-weight movable transversely 10f the :chassis toacounteract thezcentrifugal iorceiset up when :the :chassisris travelling 'iinl-a curvedpath, katracklextendingftransverselymfthe chassis and upon which, the rcouriter-weight rides, a cylinder, -afipiston :normally positioned substantially cen- :ti-.ally--ofi;the rcylinderslengthameans linking the :piston to :Zthe countereweight; -a 'compressed -air chambenza ttwoeiwaywalve having four ports, an air tube zextendingl'from the compressed air CTIQJmbBITtOOIlG a:*pair* of air tubes extend- :ir'rg iiromiatherends of' the cylinder toftwopther ports, a source of air suction conneetedto'the :fourthzport; andi'vazlve portopening and closing :means whichtwhenaimthe-zcpen positionprovides air passage connections;between the-'compressed :air.;-tube portaand rcne of the cylinder tube ports anvdi-tl re suctionrpcrtfiand 'the-cther cylinder tube port, said adjustable'zvalve means being linked to Lifihelii ht, ,ias .shownjn dotted .lineslin A and operable incconiiunction -with the steering IIieAZBlVBelBmEntQZfi.iS swungto a .degree whereby' the air ducts-Hand2.8 .are,broughtlinto-reg- .ister vwith the-evalveaports,raslshownqin Fig. 5. Whenithe 'valve .elementis linwthisrpositionicom- ,munlieation is opened between: the {air time 1.! extending, from the -.compressed air :chamber 14 and theair tube 'll extending to the right-hand V end nt ,the cylinder 8, :as shown in Fig. 2. ,At

lthetsame time the .air duct 18 opens, communimechanism of thephassis.

2. In a steerable automobilephassisga stabilizzcounter-weight rmovaible transversely of the achassis 5!;0 izcounteract :the :eeritrifugal force set up whenz-the chass'istis travellingina :curved path, a track extendingitransversely'of the ichassis 'and .upon which the-counter-weight "rides, a apiston and :cylinder assembly, means'linking thepiston to the counter-weight, a compressed airachambr cation between the airsnctmn ttubes23Jand the 75 communicating withzthe-cylinder,a valve'controlling the passage of air from the chamber to the cylinder, valve operating means actuated by the steering mechanism of the chassis, an internal combustion engine carried upon the chassis, and wherein the cylinder on one side of the piston is subjected to air suction of the engine when the cylinder on the other side of the piston is subjected to compressed air pressure, said valve constituting a dual control for the passage of air :from the chamber to the cylinder and the passage of air from the cylinder to the engine.

3. In a steerable automobile chassis having front road wheels and rear road wheels, a stabilizing counter-weight movable transversely of the chassis to counteract the centrifugal force set up when the chassis is travelling in a curved path, a track extending transversely of thechassis and positioned intermediately of the length of the portion of the chassis between the front and rear road wheels and upon which the counter-weight rides, a piston and cylinder assembly, means linking the piston to the counterweight, a compressed air chambercommunicating with the cylinder, a valve controlling the passage of air from the chamber to the cylinder, valve operating means actuated by the steering mechanism of the chassis, an internal combustion engine carried upon the chassis, and Wherein the cylinder on one side of the piston is subjected to air suction of the engine when the cylinder on the other side of the piston is subjected to compressed air pressure, said valve constitut ing a dual control for the passage of air from the chamber to the cylinder and the passage of air from the cylinder to the engine.

=1. In a steerable automobile chassis, a track extending transversely of the chassis, a counterweight located centrally on the track and movable thereon in either direction, power actuated means on the vehicle connected to the counterweight to move the same in opposition to centrifugal force set up when the automobile is travelling in a curved path, a source of power on the vehicle for actuating said means, and a connection between a steering mechanism for the chassis and the source of power for operation of the latter when the chassis is steered in a curved path.

EDWARD J. HALLORAN.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 1,821,816 Quaas Sept. 1, 1931 1,954,409 Hanel -1 Apr. 10, 1934 2,155,139 Hanel Apr. 18, 1939 2,261,821 Altemus NOV. 4, 1941 

